Asphalt cutter



Patented Dec. 30, 1924.

UNITED STATES HENRY SCHUMACHIER, OF BUFFALO, NEW YORK.

ASPHALT CUTTER.

Application :filed January 22, 1923. Serial No. 614,095.

To all whom it may concern.'

Be it known that I, HENRY SoHUuAoHER, a citizen of the United States, residing at Buffalo, in the county of Erie and State of N ew York, have invented new and useful Improvements in Asphalt Cutters, of which the following is a specification.

This invention relates to an asphalt cutter whereby grooves, channels or furrows may be cut in an asphalt pavement for the purpose of permitting the same to be readily picked up in case a trench is to be formed in the street for laying sewer, gas or water pipes. telephone conduits, or other purposes.

lt is the object of this invention to pro'- vide a machine for this purpose which is comparatively simple and compact in oonstruction, can be readily adjusted both as to the stroke of the chipping or cutting tool in order to adapt the same to the character of the surface which is being cut and the wear upon the tools, and which can also be easily adjusted for the purpose of propelling` the car at various speeds to suit the progress of the cutting, and which can be conveniently controlled by a single operator.

In the accompanying drawings: Figure 1 a side elevation of my improved asphalt cutter. Figure 2 is a top plan view of the same. Figures 3 and 4- are vertical longitudinal sections of the machine, taken on the correspondingly numbered lines in Fig. 2. .Figures 5 and 6 are vertical transverse sections taken on the correspondingly numbered lines in Fig. 2, and looking in the direction of the arrows associa-ted with these lines. Figure 7 is a fragmentary top plan view of the clutch and driving mechanism interposed between the lower intermediate' shaft and the longitudinal shaft for prof pelling the car either forwardly or backwardly at comparatively high speed. Figr ure 8 is a fragmentary vertical longitudinal section, showing the manner of detachably connecting the hub of one of the cutter tools with one of the helves.

Similar characters of reference indicate corresponding parts throughout the several views.

The frame or body of the asphalt cut-ter may be variously constructed to support the different working parts of the machine, but as shown in the drawings, the same by preference comprises two longitudinal side pieces 10 and a plurality of cross pieces 11 connecting these side pieces adjacent to the front ends thereof and also at a point adjacent to the centra-l parts thereof. On one side of the body, preferably the left hand side when taken relatively to the direction in which the car moves during the cutting operation, the body is provided with a lateral extension 12 which is designed to permit of cutting' a groove in the pavement close to a curb on one side of the street, as will be described later on.

The body or frame of the car may be supported in any suitable or approved manner, but as shown in the drawings, the same is supported at its front end by two traction or driving wheels 13, which are arranged transversely in line and mounted at opposite ends of a driving axle 14, which is `io-urnaled in suitable bearings on the main frame, while the rear end is supported by a steering wheel 15 which is journaled in the lower end of a fork 16, the upper end of this fork being secured to an upright steering shaft 17 journal'ed in an upright bearing on the adjacent part of the main frame, and4 provided at its upper end with an operating handle 18 which is within convenient reach of the operator-s seat 19. This seat, as shown by dotted lines, is mounted on the right hand side of the main frame and preferably faces backwardly, so that the operator while manipulating the various parts of the machine will be able to observe the action of the cutting tools which are mounted on the rear end of the machine and move forwardly as the operation of cutting the groove., furrow or channel progresses.

The mechanism for propelling the car of the asphalt cutter at a rapid speed, so that the same can be quickly transported from one job to another, is preferably constructed as follows: p

2O represents a prime mover mounted on the front part of the frame or bod-y, which prime mover by preference is an internal combustion engine, although any suitable motor may be employed, if desired. Motion is transmitted from the driving shaft 2l of this motor to the rear axle 14 by a. driving gearing which perferably comprises a chain belt 22 passing around a sprocket wheel 23 on the engine shaft 21, and the sprocket wheel 241, secured to or formed with a sleeve which is mounted on an upper intermediate shaft 2G journaled transversely and horizontally in suitable bearings on the central upper parts of the side pieces 10, and a chain belt 27 passing around a sprocket wheel 28 on the sleeve 25 and a sprocket wheel 29A which is secured to a lower intermediate shaft 30 journaled in suitable bearings on the central lower parts of the side pieces 10, 10. 31 represents a longitudinal shaft journaled inV suitable bearings on the lower rear part o-f the main .v frame and provided at its rearend with a j either forwardly or backwardly, or cutting out the rapid -propelling mechanism altogether. This is accomplished by means of a clutch or coupling sleeve37 splined on the shaft 30 between the bevel gear wheels 35 and 36 and provided at its opposite ends with clutch teeth or shoulders 38', 39, which are' adapted to engage with corresponding clutch jaws or teeth 40, 41 on the opposing ends of the gear wheels 35, 36. Vhenthe clutch or coupling sleeve 37 is moved into engagement with the clutchfaces ofthe gear wheel 36, as shown in Fig. 7, then'the traction wheels will be turned in the direction formoving the car forwardly, while upon moving the clutch sleeve 37 out of engage- 4ment from the gear wheel 36 and into engagement with the clutch faces 40V of the gear wheel 35, then the traction wheels will be operated in a direction (for moving t-he car rearwardly, but when the clutch sleeve 37 is shifted into an intermediatev position in which the same is disengaged from the clutch lfaces of both gear wheels 35 and 36, then no power is transmitted from the prime mover to the traction wheels and the quick propelling mechanism for the car is rendered inoperative. may be shifted in -any suitablev way, for instance, by means of'a fork 42 engaging with this sleeve and mounted on the lower end" of an upright shaft 43 which is journaled in suitable bearings on the main frame4 and provided at its upper end with a hand lever. 44 which is within convenient reach of the operators seat 19. This handle is provided with a catch 45 which may be engaged with a locking segment 46V on the adjacent part of the mainV frame for holding the quick-propelling mechanism either in its inoperative position or in a position in which the car is propelling forwardly or backwardly at a rapid speed.

For the purpose of propelling the car The clutch sleeve 37 slowly in a forward direction while the cutting of the asphalt surfacefis being effected, the following means are provided:

47 represents a ratchet wheel connected with the inner side of each of the traction wheels 13, so as to. turn therewith. Adjacent to each of these ratchet wheels, a ratchet lever 48V is mounted to turn on the *axleV 14 and provided with a feed pawl 49 fected by means of an intermediate operating rock lever 50 arranged lengthwise adjacent to the inner side of each of the side pieces 10 ofthe main frame and connected at its front end by means of a link 5l with the free end of the ratchet lever 48, while its rear end is provided with twolongitudi-y nal-parallel guide bars 52, 53, forming part ofayoke which bars are engaged on their opposing sides by a rotary eccentric A54. The two eccentrics 54 associated with the respective rocklevers 50 are mounted on a Y horizontal shaft 55which is journaled transversely in bearings on the upper central part of the main frame. This shaft is rotated by motion derived from the engine shaft` 21 through the medium. of an intermediate driving mechanism, which in its preferred form comprises a shaft 2,6 and the parts associated therewith, and driving Ygear pinions 56 arranged at opposite ends of the shaft 26 and meshing withgear wheels 57 arranged Yat opposite ends of they shaft 55.V The'sleeve 25 turns loosely on the shaft 26 when the high-speed propelling mechanism is in operation, so that the slow-speed propelling ,mechanism will not be operated., lVhen it is desired'to cut out the high-speed propelling mechanism and substitute therefor the slow-speed propelling mechanism, then the clutch sleeve'37 is moved into a position intermediate of the gear wheelsl 35 and36 and the shaft 26 is coupled with the sprocket wheel 24 so .that motion from the engine will now be Atransmitted-tothe slowspeed propelling mechanism; VIn its preferred construction, this mechanism consists of a clutch having a clutch rim 58 secured to the side. of the sprocket wheel 24, v i

Fig. 5,the clutch members 59 and 60 are 'i engaged, whereby motion is transmitted Y from the engine to the slow-speed propelling mechanism, while upon disengagingethese clutch members the slow speed mechanism will be rendered inoperative. These'clutch members may be engaged and disengaged by means of a shifting fork Gl engaging with a. clutch sleeve 59 and secured to the lower end of an upright operating rock shaft 62 journaled on the frame and provided at its upper end with a hand lever 63 arranged adjacent to the operator-s seat 19 and provided with a locking dog 64 adapted to engage with a locking segment 65 for holding the clutch of the slow-speed driving mechanism either in its operative or inoperative position.

As the shaft 55 is ro-tated by power derived from the engine, its cams or ecoentrics 54 raise and lower the rear ends of the rock shafts 50, thereby causing the front ends of the same to alternately move the ratchet levers 48 forwardly and backwardly and thereby advance the car at a slow rate as the cutting of the groove or furrow in the asphalt pavement progresses.

Means are provided for varying the length of the steps of the. forward movement of the car in accordance with the character of the pavement which is being cut, it being possible to cut the pavement more rapidly when the same is thin or when the weather is warm than when the pavement is thick or the weather is cold, and thel rate of cutting being also determined by the degree of hardness of mate-rial. To permit of varying the rate of advance of the slow-propelling mechanism in accordance with different conditions, means are provided for varying the fulcrum of the operating levers 50, so that the front and rear arms thereof may be either shortened or lengthened relatively to the operating cam 54 and the ratchet levers 48. In the preferred form of this adjusting mechanism, each of the operating levers 50 is provided on its underside with a longitudinal gear rack 66 which is arranged adjacent to a lower gear rack 67 arranged lengthwise on the adjacent partof the respective side piece l0 of the main frame, a transverse shaft 68 provided at each end with an outer gear wheel 6.9 engaging with the lower gear rack 67 and Van inner gear wheel 7 0 meshing with the adjacent upper gear rack 66. po-n turning the shaft 68 in one direction or the other, the outer gear wheel 67 will roll brick and forth on the lower gear rack 67 in a direction lengthwise of the levers 50 and thereby cause the inner gear wheels 70, by engagement with the upper gear rack 66, to move the rock levers 5() bodily either forwardly or backwardly, lengthwise of the frame. Upon moving the rock levers backwardly, the distance between the fulcrum of these levers, which is represented by the shaft 68 and the axes of the rotary cams 54 is shortened, thereby increasing the throw of these levers, so far as the effect of the same on the ratchet levers 48 isconcerned, while upon turning the shaft 68 in the direction for causing the outer gear wheels 69 to roll forwardly on the lower gear rack 67, the inner gear wheels 70 will cause the upper gear racks 66 to move forwardly and thereby lengthen the distance from the fulcrum of the rock levers 50 which is represented by the shaft 68 to the axes of the operating cams or eccentrics 54, whereby the strokes of these levers 50, so far as their effect upon the ratchet levers 48 is concerned, is reduced. It therefore follows that by moving the shaft 68 either forwardly or backwardly, the rear arms of the rock levers 50 may be either shortened or lengthened, so far as the effective purpose of the same is concerned, and thereby permit of adjusting the length of the steps of the forward slot mechanism accordingly. In order to hold these partsin their proper assembled position, each of the rock levers 50 `is embraced by a yoke 7l, the lower end of which is mounted on the shaft 68 while its upper part is provided with .anti-friction rollers 7 2 adapted to move lengthwise over the upper side of the respective feed lever. 50, as best shown in Figs. 4 and 5. The shaft 68 is confine-d against vertical displacement but free to move lengthwise of the machine by engaging opposite ends thereof with longitudinal guide ways 73 arranged on the inner sides ofthe longitudinal members l() of the main frame.

Rotary motion may be imparted to the shaft 68 for moving the gear wheels 69 and 7 O either forwardly or backwardly by various means, for instance, this may be accomplished by means of an adjusting gear wheel 74 secured to the shaft 68 and an adjusting lever 75 mounted loosely on this shaft and provided with a hand-operated dog 76 which may be engaged with successive teeth of the adjusting gear wheel 74, for the purpose of turning the shaft 68 either in one direction or the other and effecting the adjustment of the slow-speed propelling mechanism accordingly.

The mechanism for cutting or chipping a groove, furrow or channel in the surface of the pavement comprises two verticallyswinging helves 77 which are mounted on the rear part of the machine and diverge from their rear ends toward their front ends. The cutting bits or tools 78 may be mounted on the rear ends of these helves in any suitable manner, but this mounting is preferably so effected that'the bits or tools may be readily removed from the helves for the purpose of sharpening these tools or replacing the same with new ones when worn out.` For this purpose, a holder is provided for each of the tools or bits which comprises a tubular hub 79 having a tapering bore or opening 8O which engages with the correspondingly tapering shank 8l at the rear end of one of the helves, this hub being retained on its shank by means of a screw member l 82 having preferably the'r form of a nut` mountedV on the rear end of the shank and engaging with the rear side of the hub of the holder, asbest shown in Fig. S. On its underside the huby of the holder is provided with a downwardly-projecting arm 83 which is provided on one side with a rectangular rabbet 84 in which the upper 'end of the re spective. tool or bit 78 is secured by means of bolts 85, as shown, or other suitable f means. By-detaching the bolts 85, a new bit may be substituted for a worn one on the holder, and by removing thel nut 82V the holder may be removed from the helve 77 to permit ofV sharpening the bit. This manner of connect-ing the bit with the helve is very strong and reliably holds the bit in place on the helve, as well as permitting the latter to be conveniently renewed orv removed, when necessary. A. rocking or vertically swinging motion is imparted to the helves` by means vwhich are construct-ed as follows:

horizontally and transversely von the Lipper frontpart of the side pieces of the main frame.- Upon this rod adjacent to opposite sides of the frame are mounted the hubs 87 of two vertically swinging rock levers Veach of which has a front arm 88 operatively connected with theprime mover and a rear arm 89 upon which the front end of one of the helves 77 is mounted.- The connection between this helve vand the rock arm 89 is preferably of a detachable character, for which purpose 'this arm' is divided lengthr wise into lower and upper sections 90, 91, which receive between'them the front end of the helve and grip the latter by means of bolts 92 which connect the sections 90,V

91 forming a Asocket for this helve. In order to prevent the helve from turning Iin its socket,l the opposing surfaces ofv the socket sections 90, 91 are made of fiat sided or angular form and the front end of the outer end isconnected with one of the helves. i

'In'the preferred construction, each of the springs 94 has its inner end constructed in the form of an angular hook 95 Vwhich engages with the periphery of asupportingbar 96 which is also of angular form in cross section, as best shown in Fig. 3, whereby these parts are interlocked with each other. The outer end of each volute spring 86 represents a supporting rod mounted Vdownwardly quickly and deliver arblow of its cutter upon the surface of the asphalt.

During'this action of the spring, the yoke 97 moves backwardly and forwardly on the helve the requisite extent without causing any cramping action between these parts and thus insuring free movement 'of the helve. In order to'permit of-varying the tension upon each of the springs 94, so as to compensate for any weakening of the same or to adapt'the same to the character of the asphalt surface which is being cut, means are p-rovided to permit of turning the shaft 96 either forwardly or backwardly and holdf ing` it in its adjusted position. y For Vthis purpose, each of thevshafts 96 is jou'rnaled at its opposite ends .in suitable bearingsonth'e main frame, and a ratchet locking wheel 99 is provided which is engaged by a locking d og 100 held in engagement therewith by means of a spring 101 which connectsthis dog with an adjacent part of the main frame, as best shown in Figs. 1 and 4.v TWhen it is desiredrto vary the tension of the spring 94, the companion dog 100is iirst disengaged from the respective ratchet wheel 99 and then the shaft 96 carrying this ratchet wheel and connected with the inner end Vof the springf94 may be turned in either direction by applying a wrench to the angular or fiattened sides of 'the same, whereby the shaft may be turned in one direction or the other for either increasing or decreasing its tension and then the spring may be maintained Y A in this condition by re-engaging the-dog 100 with the respective ratchet wheel.

The raising of the helves preparatory to delivering blows of its cuttersV upon the asphalt pavementV iseffected by means which are interposed between the shaft 55 and the rear arm 88 of each of the helve operating levers. lnits preferred construction, these means for accomplishing this purpose are constructed as'follows: v

102 represents a vertically-movable carriage which is guided in a way 103 on the lower part of the main frame and which is connected on its upper rear side with theV rear armBS of the respective' helve lever by means of an upright link 104 pivotally'con nectedat its lower end with the upper rear part. of the respective carriage 102, while 94 is its upper part passes through the ball 105 seated in a socket 106 on the rear arm 88, a screw nut 107 arranged at the upper end of' the rod 104 and a spring 108 surrounding the upper part of the rod 104 and inter'-y posed between `the underside of the screw nut 107 and the upper side of the ball 105, The depression of the carriage 102 for the purpose of raising the helve is effected by means of a rotary cam which consists of a body 109 secured to the shaft 55 and provided with rolling bearing surface consisting of a plurality of rollers journaled on the body 109 and adapted to engage with the upper end of the respective carriage 102. As the cam 109, 110 depresses the carriage 102, this motion is transmitted by means of the link 104 and associated parts to the rear arm 88 of thehelve lever, whereby this arm is depressed and its front arm elevated, together with the helve. As the came 109, 110`clears the upper end of the carriage 102, the spring 94 by its resilience quickly draws the helve downwardly and delivers a sharp plow of the tool against the asphalt surface which is being eut.

ln order Yto permitl the carriage 102 to slide upwardly in its way 103 without liability of binding, notwithstanding that the link 104 is connected therewith adjacent to its upper rear part, a compensating spring 111 is employed which connects the lower front part 112 of the carriage with an adjacent part of the main frame, as best shown in Fig. By this means, the lower end of f the carriage will be constantly drawn for- \\'ardly at the same time that the carriage is move-d upwardly, and thus offset any tendency to tip this carriage forwardly at its upper end which otherwise would cause binding of the same in the guideway 108 and thus interfere with the free downward movement of the respective helve.

By interposing a spring 108 between the screw nut 107 and the ball 105, the movement of the carriage 102 is transmitted to the helve lever 88, 89 with a cushioning effect and thereby prevent undue jarring of the machine and saving wear on the same. By backing the screw nut 107 more or less, the distance between the carriage and the arm 88 may be lengthened to lower the helve and compensate for the wear on the too-l or blade of the cutter and still retain the carriage in the same relation to the cam 109, 110. The ball 105 is preferably held against turning by providingv its opposite ends with Vtrunnions 113 engaging with seats 114 on opposite sides of the socket 106.

TWhen the asphalt cutter is to be transported considerable distances from one joby to another, or when taking the same back and forth between the store house and a particular job, the helves are both elevated into their inoperative position for which purpose a lifting bar 115 is employed, which is arranged horizontally and lengthwise underneath the outer ends of both tension springs 94, so that upon raising and lowering this lifting bar both helves may be either raised into their inoperative position or lowered into their operative position. This lifting bar is mounted on its opposite ends with vertically-swinging liftingarms 116 which are secured to opposite ends of Va rock shaft 117 journaled transversely on the lnain frame. This rock shaft may be manipulated by the operator while occupying the seat 19 by means 'of a shifting lever 118 which is of elbow-form and pivoted on the outer side of the right hand frame 'member 10, the lower arm of this lever being connected by means of a link 119 with an intermediate rock arm 120 secured to the adjacent end of the lifting rock shaft 117, and this lever beingl held in its various positions by means of a locking dog 121 mounted thereon and engaging with a locking segment 122 on the adjacent` part of the main frame.

lVhile the machine is being transported or propelled at a lhigh speed and the helves are elevated into their operative position, the slow-speed pa-wls 49 are also preferably disengaged from the ratchet wheels 47, so as to not interfere with either the free backward as well as the forward movement of the car at this time. For this purpose, a rock shaft 125 is journaled transversely in the upper front part of the frame and provided with two lifting arms 126, each of which is connected by means of a chain 127 or other flexible member with a lifting arm 128 formed o-n the respective propelling pawl 49, as shown invFig. 4. Upon turning this shaft 125 in one direction, the two pawls 49 will be disengaged from the ratchet wheels 47, but when turning this shaft in the opposite direction, these pawls will be permitted to re-eng'age with their respective ratchet wheels. In order to permit of raising the helv'es into their inoperative position and simultaneously disengaging t-he slow-feed pawls 49 from the ratchet wheels 47 by manipulating a single member, a connection is established between the ratchet operating rock shaft 125 and the lever 118, which in its preferred form consists of a shifting arm 129 which, is secured to the outer end of the shaft 126 and a connecting rod 130 which connects this arm 129 with the upper arm of the elbow-lever 118, as shown in Fig. 1. By this means, the helves and the slow-motion propelling mechanism may be simultaneously rendered operative and inoperative.

As a whole, this asphalt cutter is veri strong and dura-ble, its several parts, thong compact, are easily accessible for adjustment, inspection and repairs, and the same can be readily manipulated with a minimum ico , elevating said belve, and means for depressing said lielve co-inprising a volute spring having its inner end connected with `a relatively fixed part and a yoke slidab-le length.

wise on thehelve and having its lower part connected with the oute-r end of said spring andprovided on itsupper part with a roller running on the upper side oit said lielve.

. 2. An asphalt cutter comprising a horizontal rock shaft, a belve mounted on said shaft and carrying a cutting tool, means for elevating said lielve, and ine'ansi'or depressing said belve comprising a volute spring baving-its inner end constructed in the forml of an angular hook, a shaft mounted on a relatively stationary part and having an angular' part which engages with said h ook, and means Vfor rotatably adjusting said shaft, comprising a ratchet wheel mounted on said shaft and a locking dog mounted on a stationary part and engaging with said ratchet wbeel.- Y y 8. An asphalt cutter comprising a vertically swinging lever, a belve mounted on one arm of said lever, a vertically movable carriage 'connected on one side with one arm oi'. said lever, a rotary cani engaging with the top of said carriage for depressing the same and raising saidfhelve, and a springconnected with the opposite side of said carriage and adapted to preventtbe saine from binding during its rising movement.

4. An asphalt cutter comprising avertically-swinging lever, a belve mounted on one arm of said lever, a vertically reciprocating carriage, and means for adjustably .connecting said carriage with the other arm of said lever comprising a ball jouiiialed on the last mentioned arm ofsaid lever, afconnecting rod passing through said ball and connected at-its lower end withv said carriage, an 'adjusting screw nut arranged on the upper end of said rod, and a spring interposed between said ball and screw nut.

5. An asphalt cutter comprising a vei'tically swinging belve baving a cutting tool,

ineans Jfor propelling said asphalt cutter,

means for raising said belve into; an inoperative posit-ion, andnieans for rendering said propelling mea-ns inoperative when the belve.

is raised and rendering the same operative when the belve is lowered. i v

.6. An asphalt cutter comprising a plurality ot vertically swinging helves each et' which isprovided with a. cutter, means for actuating said lielves, and means for elevating the same into an inoperative position comprising a lifting rodwarranged transversely below said belves, a Yrock-shaft 'pro-Y vided with arms carrying said rod, an intermediate arm arranged on said rock'shait, an operating levei'liaving a handle on one oi' its arms and having its other arm connected with said intermediate arm, means for propelling lsaid asphalt cutter comprising a drivingywbeel, a ratchet wheel con-l nected with the driving wheel,` a ratchet ing the same into an inoperative position comprising a lifting rod arranged transversely Vbelow'said belves, a rock shaftrprovided with arms carrying said rod, an intermediate arm arranged onV said rock shaft, an operating lever baving a handle on one of its arms and having its other arm connected with said intermediate arm, means for propelling said asphalt cutter comprising a driving wheel, a ratchet wheel connected with the driving wheel, a ratchet lever, a pawl mounted on the ratchet lever and engaging the ratchet wheel, and Vmeans for rendering said propelling means inoperative when the belve is raised and rendering the same operativ-e when thehelve is lowered comprising a rock shaft having an inner arm connected with said pawl and an outer arm connected -with said operating lever;

8. An asphalt cutter comprising a tra-nie,

a traction wheel supporting said. frame, a

cutting tool mounted onA said traine,- and means for propelling said frame comprising a ratchet wheel connected with said traction wheel, a ratchet lever having' a pawl-engag-v ing said ratchet wheel, a. rock lever connected at one end with said ratchet lever,

'and provided at itsv opposite end with a yoke, a rotary cam engaging with said yoke, and meansforadjusting the fulcrum of said lever, including gear racks arranged on adjacent parts of the traine and ,leverand gear wheels engaging with said gear racks.

VV9. An asphaltcutter comprising a frame, cutting tools mounted on the frame, traction wheelssupporting said frame, means for turning said `traction wheels comprising- Said levers and pivotally connected with one end of Said adjusting Shaft, an adjusting gear Wheel on said shaft, and an adjusting lever mounted on said Shaft and provided with a dog engaging said adjusting' gear Wheel.

HENRY SCHUMACHER. 

